Here's a very faded Tuscan Red MB62 leading an MP72C and either a MP72T or a T72 into Jamaica. On the right, leaving Jamaica, are a MP54B or MP54C and another arch roofed "54", both in the later "Tichy" paint scheme with Brunswick Green (?), or black, roofs. The first MP72C cars were built 7/1955, the first MP72T cars 8/1955 and the first T72 cars 10/1955. Since the trees are bare and the sun is low in the sky this is probably late 1955 or early 1956. Info: Jeff Erlitz Collection: Bill J. Madden

A MB62, or for that matter, any LIRR MU in Tuscan Red, and a pretty badly faded TR, is quite a surprise if not an anomaly as the Tichy paint scheme came into being in November 1949.  And yet, five or six years later, there's still a car in Tuscan Red with gold lettering!  By this time, cars are being rebuilt and repainted into the dark or smoky gray paint scheme, which means it is possible this car (number unknown) may have been rebuilt, but definitely repainted into the dark or smoky gray paint scheme, unless it was scrapped. Thus, there's a possibility that this car, if it stayed in service NEVER got the Tichy paint scheme. Info: Mike Boland
 

24 parlor cars built by Pullman in 1892 with 6-wheel trucks and 58'-5" inches in length with 30 revolving seat. In 1913 to 1915, 770, 771, 773 and 774--originally referred to as "Club Cars"-- were converted to regular coaches and then sold to Georgia Car & Locomotive Co. 12/1925  Research: Vincent Seyfried

1917 LIRR roster--it's invaluable as both steel and wood passenger cars as well as freight cars.  Parlor and Club cars 770 to 802 were on the roster with 29 cars available in this group and less than 70 feet long.  Mike Boland

Many of these late-model wooden parlor cars were converted by the LIRR to coaches, probably as the LIRR purchased its own new steel cars built by ACF and ultimately replaced its wooden car fleet to go all-steel in 1927.

Parlor cars were wood and numbered 751 through 808; above that number the cars were steel beginning with 809.  Research: Vincent Seyfried

MANHATTAN private business car - Builder's photo
outside the Jackson & Sharp Co. plant 1885 (Votava-Keller)
 

Wooden steam coach #347 Jackson & Sharp 1890 Archive: MTA-LIRR

Hospital Car

Coach #117 Destroyed by fire 8/20/1910

LIRR #117 Hospital Car interior view outfitted, as a hospital car. View from operating room into Ward room in 1901. Archive: John Lisi

LIRR #117 Hospital Car 1897

LIRR #117 Hospital Car - Loco Engineering- page 771-774

Brill Gas Car #1134 at Richmond Hill Storage Yard - View SE 8/1939 after being taken out of service (Morris Park Shops in background)

Brill Gas Car page

Capacity 24 horses; two stalls on each side of the three doors.

PRR #5844 Horse Express car interior "Garden State Racing Association" Collection: Charles Horan

Double-decker 200, the original double-decker built by the PRR and ALCOA in 1932, was a trailer and always classed as T62. It is the only double-decker that has survived in Riverhead on RMLI grounds.

Double-deckers 1287 through 1346 were originally control motors all built by PRR Altoona Shops 1947-1949.

MP70B 1287-1289, and 1291 converted to motor trailers class MP70BT in the late 1950's.
MP70A double-deckers 1337-1340 were originally control trailers CT70A 202-205 and intended to be used with MP70A control motor double-deckers class MP70A 1341-1346 as "married pairs",
but this concept was dropped and the cars were motorized in the 1950's.  They were then converted to motor trailers in the late 1950's, class MP70AT.

MP70B 1290, 1292-1333 remained as control motors with ASC.
MP70A 1340-1341, 1345 converted to motor trailers class MP70AT in the late 1950's.
MP70A 1339, 1342-1344, 1346 remained as control motors with ASC.
Double-deckers fitted with ASC were denoted as MP70Ac and MP70Bc, the lower case "c" denoting Automatic Speed Control.

It's very possible that, along with the MP54's, those cars that eventually became motor trailers operated in mid-train service without speed control after ASC was introduced in June 1951 and operated this way for a number of years before they "officially" were converted to motor trailers and were probably "buried" in the middle of train consists.  All those motor trailers, while considered motor trailers after conversion, may not have had all their controls removed; some may have kept them for yard moves, where ASC was not necessary.  These cars also kept their headlights, marker lights, and even kept their storm or end doors with the glass window; they were simply painted over along with their porthole windows.  

Built in 1937, MP70 1347, originally a four-motor double-decker intended to operate as a "married pair" with CT70 201 (see photo below).  This unit was the only double-decker with four motors and apparently was not given ASC in 1951, becoming a MP70T motor trailer.  Sometime later, probably in the late 1950's, the motors were removed, becoming a trailer class T70.  Unlike 201, it kept its headlights and they were painted over.  CT70 201, a control trailer, also built in 1937, had its controls and headlights removed in the late 1950's and also became a T70.

Note: the Wyer cars 3500-3519 were also classed as MP70T!   Research: Mike Boland   MORE: Double Deckers

Koehler-Seyfried MP70 roster

It is the only double-decker that has survived in Riverhead, NY on RMLI grounds.

This shot of T62 #200 has the LARGE and baseless Dashing Dan, which arrived in time for the 1964 World's Fair paint scheme, although this herald was indeed used for cars WITHOUT the WF paint scheme.
Info: Mike Boland    Archive: c.1967 StevenWaldman

LIRR #201 - Jamaica

#1347 and #201 fairly new c.1937 Photo: Rod Dirkes Archive: Mike Boland

LIRR #1343 (PRR-Juniata, 4-1947) newly
arrived 5/23/1947 Archive: Jeff Erlitz


MP70A #1341 Jamaica c.1947
Archive: Mike Boland

MP70A control housing

LIRR #1346 Photo: R. Glueck


LIRR #1346 - West Hempstead

MP70B #1326 at Hempstead 2/27/1949
(Votava-Boland)

 

 
 MP70B control housing

LIRR #132x Photo: R. Glueck

LIRR #1326 - Babylon

LIRR #1309 c.1970 Archive: Steven Waldman

In May of 1966 (I'm pretty sure of this date) it was ordered that Dashing Dan was no longer to be used so
while it was NOT painted over in "patch" jobs like the red and yellow modernization numbers, it simply was not applied to new repaints of whatever class they were. Info: John Scala
 

MP70Bc Tichy scheme c.1953 Archive: Steven Waldman

Hunters Point MP70Bc #1303 11/1969 Archive: Ed Bacher

3500-3519 "Wyer cars" a nickname ordered by Trustee Wyer. The only cars delivered in the Tichy scheme with an attractive rounded blue stripe through their windows. Also referred to as "Cadillacs", sarcastically for their lack of amenities and "Back Breakers", for their uncomfortable fixed seats. Mike Boland

MP70T #3500 roster photos
1953 Archive: Mike Boland

MP70T #3512 in Tichy scheme with dark green roof
Jamaica 7/13/1958 (Votava-Boland)

134 cars  23 Cab controlled cars

Blueprint Class B40 LIRR REA Car Lettering
Center Door Altoona Shops 4/13/1931 eBay

More Info on B40 Baggage Cars

Amagansett #2000 diagram - LIRR 1977

Redesignated LIRR 2000 MORRIS PARK in 1976 after conversion to push-pull capability. Modified as a tunnel clearance car in 1990. Retired and sold to Roanoke Valley Central Railway in Salem, VA c.1999. Acquired by Blue Ridge Rail Restorations and stored in Salem VA. October 2008: Car has been moved and in Romney, WV on South Branch Valley RR/Potomac Eagle Scenic Railway. Research: John Deasy

 
PRR Altoona Shops Blueprint D-95443-B Passenger Lettering LIRR MP54, MP54A, P54A-C issue 6/17/1931 obsolete 5/02/1938

This blueline print illustrates the lettering arrangement for the following car classes:

 

#314-370 Scrapped at Holban Yard, 1952

LIRR #429 Photo: ACF 7/01/1922

P54D #1 Richmond Hill Receiving Yard turntable
Late 1960's (Henry Maywald-Mike Boland)

P54D #7129 Richmond Hill - Late 1960's
(Henry Maywald-Mike Boland)

LIRR  #433 Jamaica 11/27/32

P54D #97 LI City 2/19/1970  Photo: Bob's Photos

LIRR #7470 Ronkonkoma 12/19/1971

P54 blueprint c.1925

LIRR #8522 ex D&H #221 Photo: R. Glueck

P71- #8506  c.1964 - Photo/Archive: John Scala

LIRR P71 #8507 9/30/1962 Archive: Mike Boland

All P71-P71A scrapped Naporano, Newark NJ between 5/1/969 and 5/14/1971  Jeff Erlitz

Nos. 2901-2980 except
2949 & 2957

LIRR #2937 - Hoosier Valley Railroad Museum, La Crosse, IN 5/29/2011 Photo/Archive: Joe Usselman

LIRR #2972 - Heart Of Dixie Museums, Calera, AL 4/30/2017 Photo/Archive: G. Gerard

LIRR #2970 LI City 4/1970 Photo: Jim Parker

The LIRR 2900 series P72 coaches all had their own power plants/generators for heat, lights and air conditioning which used diesel fuel. They were totally independent from locomotives.

2990-2992, former 2905, 2970, 2957

Parlor Obs. #99 2nd JAMAICA in MTA colors - Richmond Hill storage yard 11/03/1973 (Votava-Keller)

SETAUKET near Clinton Rd., Garden City 11/1967

JAMAICA #2000 Wantagh Museum
7/27/2020 Photo/Archive: Steve Torborg

Built for the Boston & Maine for general long-distance service. Cars #7521-7530  received: 9-10/1958    Cars #7531-7550 received: 1-8/1959  Research: Jeff Erlitz

LIRR ex-B&M cars renumbered 8/18/1959
Archive: Mike Boland

LIRR P74B #7546 MTA scheme (Votava-Boland)

Built for the BAR for buffet coach service. Cars: #8551-8553 Purchased 6/1962. Modernized: 1/1963 Scrapped: 5/1973 8552: 9/13/1972
 
LIRR #8553 ex-BAR #152 (Collora-Boland)

Parlor 28-1 WYANDANCH #2023 Riverhead Yard c.1963 Archive: Mike Boland

LIRR #2037 TUSCARORA CLUB at Montauk Yard c.1964
Photo: George Votava   Archive: Mike Boland

LIRR #530 was a one-of-a-kind car on LIRR. It was built by Budd in 1941 as a parlor car with 30 seats and 1 drawing room for NYC's new streamlined Empire State Express. When acquired by LIRR in 1967, it was converted to a 24 seat coach with bar. Note: Five of the large windows on this side of the car were blanked during the conversion.   Photo: George Votava Archive: Dave Keller

Parlor Car Interiors

POQUOTT #2063 Parlor  Shelter Island Express
Greenport 8/1971 Photo/Archive: Dave Keller

POQUOTT #2063 Class P80A Pullman Standard 1939  6 double
bedroom buffet lounge ex-PRR #8139 PINE FALLS floor plan

LIRR Class P80A Pullman Standard 1939 6 double bedroom buffet lounge bedroom side

Repainted in spring/summer 1971 to LIRR colors. Retired 1975. Sold to Tuman Demolition Company; scraped 1976.

The ex-L&A car "Job Edson" is LI 2048, one of three ex-L&A cars built by Pullman in 1948 and bought by LI in August, 1968, and assigned LI class P80B. LI numbers were applied immediately to vestibules only. Built as 24-seat 14-roomette 4-double bedroom cars. The others were "Leonore Loree" which became LI 2049, and "William Edenborn" which became LI 2050.

Repainted into LI colors in May (2050), June (2049) and August (2048), 1971. 2048 was assigned LI name "Manhasset" (2nd car so named), 2049 was assigned LI name "Massapequa" (second car so named) and 2050 was assigned "Mastic" (second car so named), but the names were never actually applied to the car sides when repainted. All three were sold to E. Tuman Demolition.

LIRR #8560 ex-KCS #257 Ronkonkoma 7/14/1979
Photo: George Votava Archive: Mike Boland

LIRR #8570 ex-FEC HOMESTEAD Richmond Hill
(Hoskins-Lynch)

Operated in its FEC paint scheme until being repainted, relettered, and renumbered 'APAQUOGUE' #2064 6/9/1971.  Used as a lounge-observation car on parlor CANNONBALL car trains.

 
"SMITHTOWN"  Private Club Car - Morris Park Yard  5/1940  Archive: Dave Keller

Note: Aluminum painted roof and Futura Lettering
Dave Keller

TUCKAHOE #2073 LIRR diagrams 1977
Archive: Jeff Erlitz

AQUEBOGUE #2081 and ASHAROKEN #2082 LIRR diagrams 1977 Archive: Jeff Erlitz

Nos. 2180-2185 Sold to MTA 1971, transferred to LIRR 5/1974. Only 2182 and 2194 repainted LIRR.

LIRR #2181 former EL PC coach interior Photo/Archive: Tim Darnell

LIRR #2183 ex-EL "Phoebe Snow" ex-MTA coach
Montauk 6/22/1975 (Votava-Boland)

PRR Altoona Shops Blueprint D-95446-B Passenger Lettering LIRR MPB54, PB54 issue 6/17/1931 obsoleted 5/02/1938

PB57 #609 Ronkonkoma 1948
(Ziel-Boland)

Modernized 10/1958 and renumbered #7614 Scrapped 9/13/1972 by Naporano Iron and Metal Company, Newark NJ

Note the "Futura" lettering which was considered VERY modern for 1939-40. Info: Jeff Erlitz

LIRR #3101 RDC1 at Greenport 9/27/1959

LIRR #3121 RDC2 with Trailer 
at South Hampton 1956

“M” designating the unit to be a “motor” or powered control cab and the “P” meaning “passenger”, while the “54” was the length of the car, bulkhead to bulkhead. As an aside, an MU baggage car was an “MPB54” because it was powered, it carried passengers AND it carried baggage. However, the electrics were MP54  or T54 units (“T” meaning trailer; non-powered).  And some of the OLDER, original purchase MP54 units had clerestory roofs and not the famous arched roofs.   Information: Dave Keller

MP54 means Motor/Passenger car which is 54' long. (there were also "blind motors" which were MP54 cars with no windshields and which were placed within the consist of a train to provide additional power to assist the lead MP54 which was NOT blind. Sort of like a steam locomotive coupled in the middle of a freight train with no view of the road ahead, positioned only to assist the lead steam locomotive(s) in hauling the train. 

MPB54 means Motor/Passenger/Baggage car which is 54' long (known as a "combine car.")
T39, T54 means Trailer cars (no motors) which are 39' or 54' long and were placed in trains with a motor car (MP54) at either end.
MPBM54 means Motor/Passenger/Baggage/Mail cars which are 54' long.
MBM62 means Motor/Baggage/Mail cars which are 62' long, with no vestibules.
The suffixes on the same number cars (MP54a, MP54b, MP54c, etc.) meant various changes such as arched roofs vs. clerestory roofs, etc.)  Research: Dave Keller

Earlier MP54 and MP54A cars had their controls removed, but were not rebuilt (with ASC) and remained in service as mid-train motor trailer cars, since they also had weak collision posts, which was pointed out after the 1950 crashes.  Eight cars in the 1600 series of MP54A cars did, indeed, get ASC and finished their decades of service as control motor cars with ASC and were  occasionally seen at the headend of a train. (Control motors 1632, 1634, 1641, 1651, 1661, 1665, 1666) And, of course, there was CT54A #1677, club car "ROCKAWAY",  which remained a control trailer with ASC) but some of these cars, 1641, 1651 and 1661 had their ASC removed in later years. Research: Mike Boland
Note: MP54's, were about another 10 feet longer, 5 feet for each vestibule at both ends of the car, at 64' than the MP62 series. 

MP-54 Rail Classics Jan.1981 article by Mike Boland

MP54 #1422 train - Argyle siding west of Babylon
View NW c.1948 Archive: Dave Keller

MP54 cab controls 3/1959
Photo: Ron Ziel  - Archive: Queens Public Library

MP54A #1509-interior 10/19/1936
Archive: Mike Boland

MP54A #1632 MPB54 #1391 Heritage cars at Port Washington 7/06/1976 (Votava-Boland)

Babylon Yard in the 1960's. MP54A #1666 was one of ten control motor cars in this class equipped with speed control.
Occasionally a train had a consist with this car at the headend. Built in 1914, the later cars in this class had stronger collision
posts. It was scrapped on February 28, 1969.
 Photo: George Votava Archive: Mike Boland 

MP54x cab controls c.1972
Photo/Archive: Richard Glueck

MP54A #1405 outside the Dunton Car Shop on May 12, 1940. This was an order of 20 cars built by ACF and had minor differences from the 30 MP54 fleet of cars built in 1908, a year earlier. Photo: George Votava Archive: Mike Boland

MP54A #1505 has new safety glass windows with aluminum frames. Note the trailer behind this control motor, built in 1910 and scrapped in January 1956. This car, and many others had their controls and headlights removed and ran off their last years as motor trailers in mid-train service. Rockaway Park c.1940's. Photo: George Votava Archive: Mike Boland

MP54A #1474 leads a train with a car behind it in the new Tichy paint scheme. This car had no Automatic Speed Control (ASC) installed so this photo must have been taken prior to 1951. The car was scrapped August 1955. Archive: Mike Boland

These 45 cars, and the 40 P54D's converted and motorized in 1930 (MP54D1 1944 through 1983) were the last MP54's built for the LIRR.

 
MP54A1 #1149 at the NY State Fairgrounds, Syracuse 9/2023  - Photo/Archive: Joe Vila

The seating capacity was for 69 passengers. These cars had a special safety feature which was a door interlocking device, or signal light, indicating to the motorman that the doors are closed.  Each car had train control and had roller bearing trucks.  Additional lights made for better lighting. These new cars and the conversion of 40 P54D steam cars to control motor MP54D1's allowed the railroad to run 12-car MU trains. 

Its easiest spotting sign are the lack of deck sash and only THREE utility vents along the side of the roof for ventilation. Also, the end door is more recessed, due to improved and thickened collision posts. The cars also had end drip strips above the storm door at the ends of each car.

The cars also had two different types of trucks and these were the only cars that arrived with the large, squared-off headlight and destination lights, which were removed later. Some cars had porthole-style side and end doors, while other cars had large, single-pane side and end doors; perhaps this is a clue as to the cars' original builder. Research: Mike Boland

#1678-1697

MP54B diagram 3/2021 George Chiasson, Jr.

240 cars  #1698-1777 control motor cars

LIRR #1698  8/18/1922 Photo: ACF


LIRR #1744 9/1923 Photo: ACF
Archive: Hagley Library

 
PRR Altoona Shops Blueprint D-95444 LIRR Passenger Lettering T54, T54A-B, MP54B-C issue 6/17/1931 obsoleted 5/02/1938

ACF Builder photo MP54C interior 8/18/1922
 Note: Lot 9273 includes cars 1698 through 1737.
These cars were ordered on January 23, 1922
and built at ACF Berwick.

MP54C #1722 Hempstead 1938 (Ziel-Boland)
 

LIRR #4855 MP54C Woodside 1969

MP54C end - Dunton 1960's (Zahn-Boland)

MP54C #1731 Jamaica 1960's (Zahn-Boland)


MP54C #1856 renumbered to #4856 Babylon 5/15/1955
(Votava-Boland)

During 1930-42 several cars received 3/2 reversible seating for about 95. Destination lights changed to red-only tail lights after 11/27/1932 after discontinuation of marker light use. Reclassified MP54Bc and MP54Cc as automatic speed control (ASC) apparatus was installed in 1951. Jeff Erlitz

LIRR MP54Cc #1920 renumbered #4920 Jamaica 10/1969

T54 MU Trailer #907-926
Drawing: D.G. Chiasson, Jr.  3/2021

25 cars 927-951

T54A MU Trailer
Drawing: D.G. Chiasson, Jr.  3/2021

T54A #977 at West Hempstead 5/04/1953
(Votava-Boland)

T54A #898 on Morris Park shops transfer table
with Engine #320  c.1945 (Ziel-Boland)

#425,428-431 modernized to #6425, 6428-6431

Modernized T54B #6425, probably Babylon Yard
early 1960's (Votava-Boland)

About half of the fleet of MU cars received ASC, the remainder did not. This was a big savings of money; in fact, the LIRR was so broke that the PRR and New York State paid for the installation of ASC. This was a new class of car; as until this time, the railroad had only control motor cars and trailers, but after 1951 this all changed. Not until 1953 and 1955, did the railroad buy new motor trailer cars, specifically built as such by Pullman-Standard. 

Many control motor cars ran in trains and did not have ASC and thus used in mid-train service, even though they specifically were NOT converted to motor trailers. With the car rehabilitation program in 1955, these cars eventually had their controls removed and were renumbered and rebuilt into the 5000-series of cars.

What I like about the LIRR is that there were always exceptions and a number of cars in the 1700-series of arch motors never were converted, and had never been given ASC. They were considered motor trailers even though they were not converted, and in later years their class was changed to indicate they were a motor trailer even when they were not in the shops to have the conversion. A car like this was arch roof 1776, a great number for the Bicentennial. Research: Mike Boland

MP54T #1450  Port Washington view W 10/13/62

Part of the first MP54s on the LIRR, it was converted to a motor trailer with the same car number. Perhaps  the shops got lazy or forgot to removed the headlights.

Built in 1908 and was the last car of the class MP54. Car 1451and up were class MP54A; these had slight changes in seating, other modifications, and were a few  inches longer than the earlier MP54 class cars. 
Info: Mike Boland

MP54AT #1403 in Tichy scheme - Converted to a motor trailer  - West Hempstead  5/04/1952 (Votava-Boland)

#1350-1381
#1385-1399

At the Dunton Car Shop combine MPB54 #1379 had the passenger end of the car photographed on November 9, 1933.

There were subtle differences in the end details of headend MU cars.  Note the large scissors-like apparatus that operated the doors at this time; also note the cowcatcher or pilot behind the coupler and in front of the trucks, removed in the 1950's with the advent of speed control.  Collection of Ron Ziel.

MPB54 #1353 West Hempstead 6/11/1939
(Votava-Boland)

LIRR  MPB54 #4398 (ex-#1398)  in Dashing Dan scheme at Woodside Station 06/10/1969

MPB54 #1379 Tuscan red with Dulux 
gold lettering Pre-1950

MPB54 #1372  Tichy scheme 
Jamaica c.1955

MPB54 #1377 West Hempstead 7/08/1951 (Votava-Boland)

Modernized Combines MPB54c #4370-4398
Mike Boland

#1382-1384

MPBM54-RPO Combine #1384 (Rugen-Huneke)

Blueprint LIRR Class MB62 - REA Car Lettering (Double Door) - Altoona Shops-  4/13/1931 eBay

MB62 at Clinton Rd. (Henry Maywald-Mike Boland)

MB62 #1211 at Richmond Hill Yard
3/1963 Archive: Kevin Katta

Look for the mail compartment on the two MBM62's, and that will tell you whether it's a MBM62 or a straight MB62. The MB62's have two windows between the doors and a small window at each end of the car. It's a different look for the MBM62's, a fascinating car and almost as unique as the second car in this consist, an MPBM54. 

The second car is a Motorized Passenger Baggage Mail MPBM5 car and both sides of the car are a little different in the baggage-mail area. Baggage-mail MU's were 1205-1219, although 1215 and up were used as diesel cars, with 1217-1219 running all their years as steam/diesel cars.

The third car is an regular combine, a passenger baggage car, class MPB54, one of the later ones built by ACF since
its baggage door cuts into the letterboard, unlike the earlier cars built by Standard Steel and scrapped in the 1950's. Many of these cars were modernized beginning with 4371 up to 4398, I believe. This combine might be carrying bagged mail or newspapers. Research: Mike Boland

MB62 #1215 REA at Babylon 2/08/1947 (Votava-Boland)

MU REA MB62 #4212 REA RPO Johnson Ave. yard, Jamaica 4/21/1962  (Will V. Faxon, Jr. - Dave Keller

MBM62 #4209 - Johnson Ave., Jamaica 1/15/1964  
(Henry Maywald-Mike Boland)

MBM62 #4210 (Henry Maywald-Mike Boland)

MBM62's 4209-4210 were originally
MB62's 1209-1210.

1209-1210 returned to ACF 8/1925 rebuilt as an RPO
at one end of the car, taking up about 1/3 of the interior space. Two motors of each car were removed; they originally had four. An engineman's entrance or door was added to the right of the car at the car end where the RPO section was located. This was only on ONE side of the car, the one with the 6-foot SINGLE baggage door.

Since these cars had, on each side, a double baggage door of 8 feet at the left and a single 6-foot door, the other side of the car--the one that is shown in this photo--is the rarely seen 8-foot double-door side.

1209 was modernized in February 1960, becoming 4209;1210 was modernized in June 1960, becoming 4210.

When USPS RPO service ended in 1965, most RPO cars were scrapped but these two cars were used from July 1965 to July 1969 around Dunton to act as goats and move dead MU cars around between the shops, nearby Johnson Avenue Yard and Yard D on the other side (north) of Jamaica station where MU trains were put together, broken up and stored. Research: Mike Boland

MB62 #4205 (Henry Maywald-Mike Boland)

BG72B

Bar generator car #2101 - LI City c.1980

Bar generator car #2103 - Port Jefferson c.1980

Bar generator car #2104 - Oyster Bay c.1980
Archive: Mike Boland

 

RPO #738 at Yaphank 1958 (Ziel-Boland)
#738 was Modernized 10/1958 renumbered #7738
 

MP41

LIRR MP41 #1006 passing JAY Tower c.1915
Archive: Jeff Erlitz
 

LIRR - PULLMAN Promotional  Photo 80 ft., AC, 120 seat commuter car

MP72C train eastbound at Sunnyside mid-1960's (Maywald-Boland)

MP72C #2512 - Dunton early 1960's
(Maywald-Boland)

LIRR #2519 MP72C Jamaica 1969
Archive: Dave Keller

MP72C West Hempstead early 1970's
Archive: Mike Boland

Note: MP75 "ZIP" cars did NOT have portholes at their ends; instead, a single square window to match the end and side doors.

MP75C #2525 and train westbound from Jamaica 7/17/1963 (Zahn-Boland)

LIRR #2678 1963 NY World's Fair Photo: Chicago Photographers Archive: Bill Mangahas

By mid-August 1963, 15 Zip cars were on their
way from Pullman-Standard, coming east from
Pullman’s South Chicago plant (Worcester had
since closed) in a special train.  The “Zip” cars (they were also called “World’s Fair” cars) had high acceleration rates. Mike Boland

MP75T #2678 at Port Washington 9/26/1965
Photo: George Votava  Archive: Mike Boland

MP75T #2689 Hempstead 2/27/1966
Photo: George Votava  Archive: Mike Boland

2846-2898 Even Nos. only plus 2792, 2794, 2796

2702-2736 Even #’s only

Cars #9001-9016 built 1968
Cars #9017-9246 built 1969
Cars #9247-9476, 9491-9492, 9435-9438 built 1970
Cars #9477-9490, 9493-9534, 9539-9620 built 1971
Cars #9621-9770 ordered/built 1972

M1 page

M3's back in service: ??

M3 page

836 cars purchased  #7001-7836

M7 page

Entered into passenger service September 11, 2019.

9009-9210??

M9 page

A pile of MP54’s, B54’s, and some MP41’s from the early 1950’s.  IRT low-V subway cars scrapped along side LIRR MP54's.  Newtown Iron and Steel
Liberty Ave., Holban Yard, 10/05/1958
Info: Jeff Erlitz Photo: Frank Pfuhler Archive: John Scala

Tuscan Red car is B62 and flat roof cars are ex-control motors converted to MP54T and MP54AT motor trailers after controls were removed at conversion
following the 1950 crashes that revealed weak/think collision posts improved upon in later cars.  The orange boxes at bottom of end sills indicating these cars
were headend control motors until 1950 crashes, conversions and 1951 advent of ASC. Mike Boland